186049 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

A Raleigh engine, 598 cc, number LSO 32 RAL 1753 598 cc.

A Villiers Type 2T 250 cc engine, serial number 718D 13730, buyers should satisfy themselves as to the completeness of the engine.

1974 Mercedes Benz W116 280 SE Auto, 2746 cc. Registration number KKH 408N. Chassis number 11602422035576. Engine number 11098322021713. The Mercedes-Benz W116 was a series of flagship luxury sedans produced from September 1972 until 1980. The W116 was the first Mercedes-Benz model to be officially called S-Class, although earlier models had already unofficially been designated with the letter 'S' - for Sonderklasse or "special class." The model range initially included two versions of the M110 engine (Straight-six with 2746 cc displacement)-the 280 S (using a Solex carburettor) and the 280 SE (using Bosch D-Jetronic injection), plus the 350 SE, powered by the M116 engine (V8 with 3499 cc displacement). After the 1973 Fuel Crisis, a long-wheelbase version of the 280 was added to the line-up. KKH is a two-owner example has was originally registered by Aurther Jackson of Bridlington, a prominent green grocer in the town, on the 1st October 1974. He sold it to our vendor on the 20th January 1990, at this time it was on its original registration number of GAG 33N. Over the years it has been serviced every year locally but as it is a company car the paperwork was destroyed after six years. In 2008 he removed the registration number and it was issued with the current one. DVLA records show the MOT history since 2006 when the mileage was at 111,582, this has risen to 112,585 in February 2019, all of 1,003 miles in the last 13 years, although it will be more as it will be driven to Sledmere! Sold with the V5C, two V5's, current MOT and the MOT history.

1962 MGA Mk 2 Coupe, UK RHD, 1622 cc. Registration number ACK 588A. Chassis number GHD2/106040. Engine number 16 GCUH5904. To quote the company's own advertising, the MG A was the 'first of a new line'. Launched at the Frankfurt Motorshow of 1955, it owed its modern streamlined design to the body Syd Enever had created for George Philips' 1951 TD Le Mans car, and featured a chassis penned by Roy Brocklehurst and power from a 1489cc version of the straight-four BMC B Series engine, as found in the MG Magnette. In 1959 the capacity was increased to 1588cc. A total of 101,081 MG As were sold between 1955 and 1962, most of which were exported. The engine size was increased again to 1622 cc by increasing the bore from 75.4 mm to 76.2 mm for the 1961 Mark II MGA. The cylinder head was also revised with larger valves and re-engineered combustion chambers. Horsepower increased to 90 bhp. It also had a higher ratio 4:1 rear axle, which made for more relaxed high-speed driving. An inset grille and Morris Mini tail lamps appearing horizontally below the deck lid were the most obvious visual changes. 8,198 Mark II roadsters and 521 coupés were built of which only 219 were RHD UK, 168 in 1961 and only 51 in 1962. Road & Track magazine reviewed the MG A 1600 Mark II in the September 1961 issue and reported an estimated top speed of 105 mph and a 0-60 acceleration of 12.8 seconds. ACK is therefore a pretty rare machine that was originally built over the 8th and 9th of January 1962, being dispatched on the 17th. It was in Old English white with a red interior and disc wheels. First registered in Lancashire on a cherished number of 15 TJ (now on a Land Rover) on the 1st of June 1963 (hence the DVLA age related number plate as it would have been a six-digit number). On the 29th May 1964 Andrew Bell of Blackburn traded in a Ford Consul for it at a cost of £695. He and his family were to own it until our vendor bought it in 2015. The vast history folder shows Bell living in Bahrain in the mid 1980's and instructing Naylor Brothers of Shipley to undertake a full concours restoration in 1986/87, including the fitting of wire wheels. The paperwork is very detailed as to the works involved and state that at this time the mileage was some 35,000. It then lived a very pampered life until he moved to Arizona, USA in circa 2010 when the mileage had only risen to 42,468 miles; he obtained a Heritage Certificate in this year. The Arizona certificate of ownership shows Anne Bell at the same address, presumably his wife, and our vendor bought it from her in 2014, having it imported in 2015. At this time the car was MOT'd at 42, 583 miles and has been MOT'd every year since, in June 2019 it had risen to 44,028 miles. It is only being sold as our vendor is restoring a classic yacht. Sold with the V5C, various MOT's, the import documents, a vast wealth of previous receipts, a photograph of it in 2007 with a badge bar fitted (detached but with the car). The only non-standard fittings are the wire wheels (1986) and an electric fan and oil cooler fitted in the USA. Spicers can highly recommend this Coupe, it has only had three owners, (one from 1964 until 2014), it has the original interior, the restoration by Naylors is a credit to their workmanship.

1957 Lambretta Model D, 150 cc. Registration number XAT 132. Frame number 49494 * 150 D. Engine number 150 D *53912*. Sold with the original engine 150 D *54565*. The Model 'D' started life in December of 1951, when a 125cc (123cc) version was introduced. The 'D' was basically an update of the earlier 'C' with many improvements being made. The looks and frame work of the D pretty much stayed the same as the earlier C model, tubular in design, with the same layout for the fuel tank and rear tool box. The engine was a new design, it still had a cast iron cylinder and an air cooled aluminium cylinder head. When production of the 125 D first series ceased in January 1953 a total of 69,000 125 D's had been built. The 125 D models were joined by a larger engine 150cc brother in October of 1954, the larger engine featured the cylinder and flywheel cowls similar to the Lusso models. The D 125 (Mk III) was introduced by Innocenti in May 1955, the main changes were two gear cables fitted as per the second series 150 model. The D 125 (III) was available in three paint schemes these being green, beige or grey. The 150 followed soon afterwards with small changes from the second series 150D; fitment of a battery for parking lights, horn and brake light. This was mounted on the kick start side, on a purpose built tray to the side of the tool box. The exhaust reverted to a single silencer unit, dispensing with the extra silencer as found on the second series. The leg shields sported a D150 badge in chrome, while the Lambretta name was still in the form of stickers on each side of the fuel tank. XAT was originally registered by Jordans of Hull in July 1957 and sold to Peter Curry of Hull on the 15th July, the following year it passed to Patrick Maske in the August. April 1963 saw Walter Gossip owning it, followed by Geoffrey Bartlett in March 1964 and Walter Page in April 1966. It came off the road in 1968 and remained in his shed until he retired and restored it several years ago, using it for runs out. Unused over recent years it will require light recommissioning before use. Sold with the original and several spare/old parts that were replaced during the restoration; there can be few of this model with such a history file and long term ownership. Sold with the R.F. 60, V5C and various spares.

1977 Honda CB125J, 124 cc. Registration number UDC 612S. Frame number CB125J 1031567. Engine number CB125JE 105598. The Honda CB125 was a 122 cc motorcycle made by Honda from 1971-1985. It had an overhead camshaft (OHC) engine with a 9500 rpm redline. The "S" model was produced from 1971 to 1975 and was replaced in 1976 by the "J" model. The newer model sported a two piece head, 124 cc displacement, and a larger carburator, in 1974 the front drum brake was changed to disc and a tachometer added. UDC was sold by these rooms in July 2018 as a non running project in poor condition and with no paperwork direct from a farm. Our vendor used it as an oily rag restoration project and successfully returned it to the road. Over late 2018/early 2019 he has entered many shows with it and now is in the market for another project. Sold with the V5C.

A JAP water cooled stationary V Twin engine, serial number poor M?D/G/ 66224, mounted on a four-wheel carriage.  £40 + V.A.T. uplift fee if collected from Driffield

1971 Triumph T100T, 490cc. Registration number EYE 234J. Frame number T100T DD 49242. Engine number T100T DD 49242. Competition success in the USA prompted Triumph to adopt the Daytona name for their top-of-the range sports 500 in 1966. Housed in a new frame common to the Tiger 90 and Tiger 100, the twin-carburettor Daytona engine produced 39bhp at 7,400rpm. Dubbed a 'Bonnie in miniature' by the motorcycling press, the new sporting middleweight came equipped with the 8"-diameter front brake of its larger sibling. At around 110mph, top end performance rivalled that of the 650 too. For 1968 a ball-race timing side main bearing was introduced alongside Amal Concentric carburettors and improved front forks. EYE is a matching numbers machine in purple, it had a new odometer in 2011 and was MOT'd at 13 miles, further MOT's in 2012 and 2013 saw the mileage rise to 214 miles when it was taken off the road. Recently lightly recommissioned the engine is running but road testing is advised. Sold with the V5C. Please note this is a library image.

A vintage Hobart, Coventry engine, serial number M1068, mounted on a stand.

1959 Ariel Red Hunter, 350 cc. Registration number 839 DPT 9non transferrable). Frame number CAPR 14160 (see text). Engine number CAMA 5549. By 1930, Ariel's Val Page-designed singles had gained a rear-mounted magneto and their distinctive timing cover, and the basic engine design, though frequently revised, would last well into the post-war era. The sports versions were christened 'Red Hunter' and under Page's successor Edward Turner developed into fast and stylish machines. In 1946 the Hunters became the first models to feature Ariel's new telescopic front fork, and the following year could be ordered with the optional Anstey Link plunger rear suspension. A new duplex loop frame with swinging-arm rear suspension was adopted for 1954 and the 500cc VH gained an alloy 'head at the same time (a feature the 350cc NH would not enjoy until the 1956 range was announced). In 1956 full-width alloy hubs were adopted across the range, and the Red Hunters continued in this form until production of Ariel four-strokes ceased in 1959. Dating from the final year of production, this 350 Red Hunter was restored some eight years ago by Frank Atkinson of Pickering to a high standard with the intension of pulling a sidecar. This never happened and he sold it to our vendor in 2013, he rode it around his yard and put it into storage due to house renovations. He now has a bad hip and cannot ride it. Sold with the V5C, it will require recommissioning and probably running in as the odometer has been reset to 3 miles.

1956 BSA A7 Shooting Star, 500 cc. Registration number URH 103. Frame number FA7 3232. Engine number CA7 SS 2940 (see text). BSA introduced their response to the Speed Twin in 1946, with the machine changing little until October 1949 when two new, revised models were announced. The new 650cc Golden Flash was soon joined by the A7 500cc using the revised engine design. As with the previous model both rigid and plunger equipped frames were offered. The range continued in this form until 1954 when a new all welded frame design with pivoted fork rear suspension was introduced. For 1955 the sporting 500 adopted the "Shooting Star" name and adopted an Amal Monobloc. When tested the Shooting Star proved to be capable of 93 mph and could cover the standing quarter mile in 16 seconds thanks to a claimed power output of 32 bhp. The Shooting Star ran on with only detail changes until 1962, the most significant occurring in 1958 when the brakes were revised with cast iron drums being adopted and the front increasing in diameter to 8 inches. The pivoted fork Shooting Star is now regarded by many as one of the finer variants of the pre unit A series twins offering good performance in a smooth manner. URH was bought by our vendors father from David Knowles of Hull in 1974 with a blown engine. He dismantled it for inspection and never put it back together again. Still in need of restoration buyers should satisfy themselves as to the completeness of this project. Please note that the V5C states the engine number to be CA7 552940 not SS 2940). Sold with the V5C and V5.

1936 Scott Flying Squirrel, 600 cc (see text). Registration number JAS 226 (non transferrable, formerly EPE 288). Frame number 4225. Engine number DPZ 4287. Bradford-born Alfred Angas Scott's experiments with two-stroke motorcycle engines began in the closing years of the 19th Century. The first complete Scott motorcycle followed in 1908, its twin-cylinder engine, two-speed foot-change gear and all-chain drive marking it out as an exceptionally advanced design for its day. Light weight, ample power and sure-footed handling thanks to a low centre of gravity were Scott virtues right from the outset. Like its major rivals, Scott was well aware of the publicity value of racing and the allure of models with a TT connection, so the adoption of an optional full-frame tank, like that of the works racers, for the new Flying Squirrel was not surprising. Launched at the Olympia Show in 1925, the 'Flyer' came in 498cc and 596cc capacities, the latter being the most expensive machine in the range. Subsequent models also benefited from the racing programme, gaining the duplex frame and bigger brakes (first seen on the works bikes in 1926) and the magneto-platform Pilgrim oil pump adopted for the 1927 TT machines. Between 1935 and 1938 the factory at Shipley in Yorkshire produced the B2592 air-cooled Aero engine, based on the Scott Flying Squirrel motorcycle unit. A 25 hp version was also specifically developed to power the notoriously dangerous Flying Flea aircraft. In 1950 the rights were bought by the Birmingham based Aerco Company and in 1956 they produced what are known as the Birimingham Scotts. In the late 1970s, Silk Engineering produced the Silk 700S, which comprised an uprated Scott engine fitted into a modern Egli-type frame made by Spondon Engineering. EPE 288 was first registered on the 26th September 1936 and its early history is unknown. Stanley Weston of Leyton in London registered it on the 15th January 1952 and the R.F.60 states its engine to be 600 cc; the understanding of the cataloguer is that the engine number should be DPY for 598cc not the DPZ that it is. All other match up correctly so one assumes that the Authorities got this wrong! In 1954 it was sold to Arnold King and Henry Halliday in 1955, followed by Alan Hinks, all of London. In 1957 a sidecar was attached to the machine. By June 1976 Philp Robinson of Derby was the owner, followed by Brian Mather of Alfreton and Graham Pilkington of Nottingham in 2001. He sold the number and had it re-registered as JAS 226 (EPE is now on a 1969 Jaguar E Type!). In May 2014 Reany Classic Motorcycles of Dronfield bought it and sold it to our vendor a month later. The MOT history shows a mileage of 3,030 in 1999, and zero by 2006, today it stands at 3,156 miles; our vendor does not find time to use it very often now so is passing it onto the next custodian. In November 2016 our vendor had the engine totally refreshed by Rrichard Blackburn of Scottparts, see receipt on file for the parts replaced, along with blind head long stroke barrels and new pistons, taking the engine to 600 cc; it has only undertaken a couple of hundred miles since. Sold with The V5C, R.F.60 and MOT's 1999 - 2005.

A Honda CBR 600 engine, serial number PC25E 2602052, unknown condition.There is no paperwork with this lot. It is being sold by Container King of Scunthorpe to recover unpaid storage fees.

A boating lake motor boat, c.1950/60, of yellow fibreglass mounted with a Stuart Turner R3MC marine engine, serial number 46R300, 1 1/2 hp, 123 cc.  £40 + V.A.T. uplift fee if collected from Driffield

1962 Alcyon - Mors 123cc S3 Paris-Nice Motor Scooter. Registration number SDJ 898 (non transferrable). Frame number *S3*51217*. Engine number. 51217-1033. The history of the Alcyon - Mors brand is typical of many post war countries where small companies tried to gain market share (normally unsuccessfully) by getting the population mobile in a war ravished Europe. Pierre Brissonnet, owner of the Parisian "Speed" car accessory company introduced a city scooter in 1951, the Speed S1C; production was undertaken by the Mors Company in Sens. It had limited success and was replaced by the larger Paris Nice S3 in 1953 with a 123 cc engine. By 1955 production had been taken over by the Alcyon company and it is believed it stopped in 1959. Alcyon had been set up by Edmond Gentil a Parisian bicycle manufacturer in the late 19th century, he moved into motorcycles in 1902 and motor cars in 1906. Post WWI he dropped car production and post WWII they produced many lightweights under different brand names that they had taken over, often just badge engineered. The 6 hp engine used a three speed gearbox operated by two foot pedals, mounted in a monotube frame. Alcyon also sponsored a successful professional cycling team, winning the Tour de France six times, which perhaps explains the choice of the 'Paris-Nice' name for one of its motor scooters. SDJ 898 was first registered by Motorcycle dealers Victor Horsman Ltd., of St Helens on the 22 October 1962 and sold to Richard Woodcock on the 29th, the following year he sold it to Charles Woodcock of the same address, so presumably his brother or son. Charles moved around the country with it, Crewe, Redditch and Aldershot, last registering it in 1977. In 2004 Ian Woodford of Fleet in Hampshire bought it and sold it to motorcycle dealer, Don Law of Hull, in 2008. At this time the engine was running, but it has remained in storage ever since. Now in need of restoration, this rare machine appears very original and should make an interesting project for the next owner. Sold with the R.F. 60 and V5C.

1983 Honda Cub 90, 89 cc. Registration number HKE 592Y. Frame number HA 021123971. Engine number HA02E 1124002. The Honda Super Cub or Honda Cub is an underbone motorcycle with a four stroke single cylinder engine ranging in displacement from 49 to 124 cc. IIn continuous manufacture since 1958 with production surpassing 60 million in 2008, 87 million in 2014, and 100 million in 2017, the Super Cub is the most produced motor vehicle in history. Variants include the C100, C50, C70, C90, C100EX and C70 Passport, as well as the Honda Trail series. In 1966 the C50 appeared and remained in production through the mid 80s, becoming one of the most widespread and familiar versions of the Super Cub. Honda replaced the C100's 50 cc OHV engine with the OHC alloy head and iron cylinder engine from the CS50 and C65, which increased power from 4.5 to 4.8 bhp). Similarly the CM90 was replaced in 1966 with the 89.5 cc OHC CM91, which a year later, got restyled forks and headlamp like the C50, to become the familiar C90. Though the basic design of Cub remained unchanged, new styling and improvements included enclosed front forks. This example was first registered in may 1983 and MOT's go back to 1999 when it had 8,116 on the odometer, by 2016 this had risen to 11,348. In March 2011 it was owned by Michael Waters of Beverley, our vendor buying it in July of 2011. Little used and with very low mileage for one of these workhorses of commuters it is being sold due to a house move. Sold with the V5C, various MOT's and tax discs.

1983 Yamaha Passola, 49 cc. Registration number AJX 781Y. Frame number 2T4270106. Engine number 2T4270106. The Passola was developed to answer the expanding and diversifying needs of the "soft bike" market created by the success of the Passol model launched the previous year. It adopted the same popular step-through design and fully covered body exterior, but on a larger body with a 49 cc, 2-speed automatic transmission power unit that delivered an extra 0.5 hp. This increased its hill-climbing performance and carrying capacity. For added convenience it also came with a fuel gauge, automatic choke and oil-level warning lamp. AJX was first registered in January 1983 and has seen little use over the years, Thomas Winson of Goole owned it in April 2011 selling it to our vendor in February 2012. MOT's from 2011 - 2013 record minimal mileage, 1,125 miles increasing to 1,134 miles, it has been stored in our vendors collection. Offered with the V5C and aforementioned MOT's it should require little in the way of recommissioning.

A quantity of Matchless/AJS engine parts, including two-part engines, serial numbers 14CSR/12325 and 14CSR 13621 and other spares (8).

1990 Kawasaki EN 500, 498 cc. Registration number G870 MWX. Frame number EN500A 001326. Engine number EX500AE 037967. Hornsea Bike Event raffle prize The late 1970s/early 1980s witnessed the birth of what are termed 'factory customs': models with laid-back 'cruiser' styling inspired by what Harley-Davidson owners had been doing to their machines for decades. Soon no motorcycle was safe from such treatment, which has even descended as far as single-cylinder 125cc learner bikes. Kawasaki's EN450A (or LTD450) middleweight 'custom' was a new introduction to the Japanese manufacturer's range in 1985. Powered by a 450cc twin that was, in effect, half a GPZ900, the EN450 pushed all the right cruiser buttons: raked-out forks, stepped seat, teardrop tank, forward footrests and slash-cut mufflers all being included in the package. In 1990, the EN450 was revamped as the EN500, with 498cc engine, but otherwise the package remained much as before. MWX was bought by Hornsea Bike Event as their 2019 main raffle prize, they had the machine totally refreshed with the paintwork being undertaken by Automotive Paint and Panel, the engine was partially stripped, polished and rebuilt, as were the carbs. The whole machine was then cleaned and polished. It was won by the vendor but she does ride and therefore Spicers are offering on her behalf. In 1994 it was owned by Trevor Binns of Halifax, he sold it to Francis Pickles of Hornsea,there are MOT's from 1995 at 5,362 miles, through to 2004 at 7,508 miles, in 2007 it was 7,918 miles and then taken off the road. After the Hornsea refresh it was MOT'd in August 2019 at 7,968 miles. Sold with the V5C and various old MOT's. Please note that Spicers will be donating the buyers premium to the Hornsea Bike Event. The next Hornsea Bike Event is being held on the 12th July 2020.

1954 Royal Enfield Model G, 350cc. Registration number JVY 308. Frame number G31679. Engine number G31679. The Redditch factory's Model G was available from 1946 onwards -competitively priced at £93 plus Purchase Tax - aimed unashamedly at a price sensitive market. Supplemented by its 500cc Model J sibling this unfussy pair of dependable ride-to-work machines were denied the spring frame and alloy 'head/cylinder of the more sporting Bullet range, yet were listed by Royal Enfield for many years, selling steadily to a loyal customer base. The G and J Models had a new telescopic front forks, cast-iron engine top-ends, plain big-end bearings, four-speed Albion gearboxes featuring Enfield's characteristic neutral selector lever, and rigid frames. The vendor has misplaced the paperwork for JVY but according to DVLA it was last taxed in 2018 and appears to be an older restoration that should require only a light recommissioning before use.

1986 BMW R80RT, 798 cc. Registration number D856 YLR. frame number 6472681. Engine number 6472681. BMW's first 'R80' model was the R80/7 introduced in 1977 as replacement for the 750cc R75/7. Like its predecessor, the R80/7 was powered by BMW's traditional air-cooled flat-twin engine coupled to low-maintenance shaft final drive transmission. Following the introduction of the R80G/S enduro bike in 1980, the R80 family was extended further by the R80ST and R80RT, the latter being a long-distance tourer equipped with the capacious fairing first seen on the R100RT. New for 1982, the R80RT was up-dated for 1984, gaining the wheels, forks and 'Monolever' single-sided swinging arm of the K-series. Engineered to BMW's customarily high standards, the revised R80RT was far from cheap and at £3,620 cost 50% more than Kawasaki's similarly shaft-driven Z750GT tourer. Essentially the RT was a slimmed down version of the 'bigger sister' R 100 RT. In principle, the smaller engine was simply installed in the frame of the R 100 RT. The differences to the R 100 RT were monochrome paint (without the typical black edges), the cylinder head cover was not painted, cylinder guard was only as optional extra, clock and voltmeter also only as an optional extra, case holder only as a special accessory, drum brake instead of disc brake on the rear wheel. YLR was supplied by Shocombes of London to Hogg Robinson Travel Ltd of Woking, being first registered on the 4th August 1986, the following year they sold it via D.B. Motors to Catherine Kitt of Swindon. She sold it to Charles Abell of Reading in the February of 1988 and he sold it to Ian Jackson of Basingstoke four months later. Jackson used it for some ten years, selling it to his ex wife's new husband, Richard Gomm in April 1998; could it have been a wedding gift?! At this time it had some 25,000 miles on the odometer. Gomm used it for some fifteen years, touring the UK, France and Spain. In March 2013 he sold it our vendor with a mileage of some 54,672 on the odometer. Today it stands at some 57,000 miles. It had a full service in 2014 at BMW at a mileage of 55,228 at a cost of £399.15. Sold with the V5C, V5, extensive MOT history, many service receipts, a pair of BMW panniers, Haynes manual , exhaust nut spanner, tool kit and a BMW Riders Handbook; it was ridden to the sale and the current MOT is until May 2020.

1959 BSA Gold Star, Clubmans Trim, 500 cc. Registration number 322 KPD (non transferrable). Frame number CB32 8354. Engine number DBD34 GS 4199. Gearbox RRT2. To start the Goldie story, we go back to 1937, when Wal Handley came out of retirement to ride a three-lap race for BSA at Brooklands. Winning the race, with the fastest lap of 107.5mph, Wal earned himself the Gold Star (awarded for race laps in excess of 100mph) and with it launched the Gold Star marque. The following year saw the first of the production Gold Stars, the M24, complete with the trademark alloy barrel and cylinder head. The engines were built from individually selected parts and bench tested, a practice that was to remain throughout its life. The machine, an instant 'good-looker' and a bargain at £82, was capable of 90mph performance though possibly without the handling to match, and pre-war production was restricted to under 500 machines. Post war, BSA launched the ZB32 in 1948 at a price of £211. In order to satisfy the eligibility requirements for the Clubman's TT, over 100 machines were produced, 21 of which were entered into the 1949 350cc junior race, a race to be dominated by Gold Stars for the next eight years. The 350cc model was followed by the 500cc ZB34. 1953 saw the introduction of the BB series (BB32-350cc/BB34-500cc) with new duplex cradle frame and swinging arm rear suspension. These were followed in 1954 by the CB series with engine changes aimed primarily at the road racers. Immediate success was achieved in the Clubman's TT and this cycle of engine redesign and immediate success was repeated the following year with the DB series. Towards the end the Gold Star was only offered in scrambles or Clubman's trim. In 1963 Lucas ceased to produce the magneto used in the B series, which was a prime reason that BSA and Triumph reconfigured their pre-unit-construction parallel twins into engines with integral gearboxes, simultaneously converting the ignition system from magneto to battery and coil. The Gold Star was not considered for progression to unit-construction, and instead the 250cc BSA C15 was developed (via the B40) into the 500cc B50. This example was dispatched from the factory on Tally number 1715 in Clubman trim to Commerfords of Thames Ditton as Consignment Note 3395 on the 24th April 1959. They sold it to A. Labrum of Balham, London on the 11th May, for £305.13.4. After this its life is unknown until Peter Sargent of Southampton registered it with DVLA in November 1985 and obtained an age related number CSV 495. In July 2001 he contacted the Owners Club to start proceedings to regain the original number, 332 KPD, which happened in the October. In 2014 he sold it, via D.R. Classic Motorcycles of Burton on Trent to Michael Bell of Rossett and our vendor bought it from him, via Venture Classics of Herefordshire in March 2015. In the December he had the engine rebuilt by John Cronshaw with an Omega forged piston and an electronic magneto at a cost of £1,711, the carb was also changed to a Mikuni VM36 (the original Amal is included in the sale). It runs on period correct Dunlop alloy rims. Little used since due to his worsening hip problems, he asked a friend to ride it from his home in Tadcaster to the saleroom in Driffield. This very well sorted BDB34 is offered for sale with the V5C, V5, Gold Star Owners Club letters, copy of Commerfords register, receipts for the purchase by the last two owners, receipts for works undertaken. We can highly recommend this machine.

c. 1986 Moto Morini Kanguro 350 cc. Registration number not registered. Frame number E3 13 - 0339264. Engine number TBC. Before the arrival of its family of 72-degree v-twin roadsters, Morini's reputation had rested mainly on its highly successful double-overhead-cam single-cylinder racers. An entirely different approach was adopted for the v-twins: each cylinder's two valves were pushrod-operated by a single camshaft while the combustion chambers were located, not in the flat-faced cylinder heads, but in the piston crowns. Coupled to a six-speed gearbox, this superb motor's performance belied its lack of capacity, endowing the lightweight, nimble-footed Morini with a top speed of around 100mph. Following the works prototypes' successes in the Paris-Dakar Rally and ISDE, Morini introduced its first off-road v-twin - the 500 Camel (or Sahara) - in 1981. A 350 version arrived the following year and soon became Morini's best-selling model in its home market. Early versions were characterised by round-tube frames and drum brakes while later ones had a square-tube chassis and disc brakes. Little is known of the history of this rare machine which was purchased in 2004 by our vendor; there was no paperwork with it. He obtained a dating certificate from Classic Services and had it MOT'd at 30,706 km. Little used by him it has spent recent years in a dry garage. Sold as seen, with the dating certificate and old MOT, it will make an interesting project for the next owner.

1986 Ford Sierra RS Cosworth, 1993 cc. Registration number D507 UGF. Chassis number WFOEXXGBBEGA00252. Engine number GA00252. The sight of rival manufacturers reaping the rewards of a successful circuit racing programme prompted Ford to renew its alliance with engine builder, Cosworth, to create the Sierra. Assembly of the minimum 5,000 units required for Group A homologation commenced in June 1986 at the company's Genk plant in Belgium. Based on the three-door Sierra bodyshell, the RS Cosworth combined the standard 1,993cc Pinto engine's cylinder block with a forged steel crankshaft and connecting rods, the first time the latter combination had been seen in a production Ford engine. Topping it off was a Cosworth developed, twin-camshaft, 16-valve cylinder head fed by a Garrett AiResearch turbocharger, the latter being deemed necessary to achieve a competitive power output for racing, which in time would amount to over 500bhp! Even in standard road trim, the Sierra RS Cosworth produced a staggering 204bhp, its Weber-Marelli engine management system ensuring that the resulting stupendous performance was delivered with minimal turbo-lag. Needless to say, the standard Sierra underpinnings were comprehensively up-rated to cope, a Mustang gearbox was used and the suspension was based on Andy Rouse’s XR4Ti race car and the body kit and spoiler were used for their aerodynamic properties. 6,021 examples had been completed when production ceased in 1992, and today the model is much sought after. UGF in Moonstone Blue, was first registered on the 18th of December 1986 to Lowery Holdings of Hounslow, they sold it to Michael Long of Loughton on the 12th December 1989, and in September 1996 Kevin Hunter of Durham had a clean bill of health from HPI Equifax and bought it. He sold in January 1998 to Philip Stainton of Castleford who sold it to Daniel Ball of Pontefract in December 2003. It then went to Willenhall in August 2006 when the mileage was at 86,033 miles and was bought by Paul Deugo in February 2008; our vendor buying it in July 2011. In his ownership it has been looked after by North Yorks RS Cosworth Specialist with works undertaken including being rebushed in 2012 and a rebuilt turbo in 2017. The MOT mileage has risen to 96,467 in May 2019 and there have been no advisories since 2012 when it had a split steering gaiter! In 2016 it was subject to a three page article in Rallye News magazine. Sold with the V5C, current MOT, large history folder confirming all of the above, a quantity of receipts and a copy of the aforementioned magazine. Spicers have also spoken with Paul Linfoot of North Yorks RS who states “This very honest and original 3 door is a perfect occasional user example. All original panels and nice and straight. Very sweet engine that runs very well, interior is superb for a car with it’s miles, usual cracks in the dash, standard alloys with good tyres, original stereo with working electrical aerial. This car starts / runs and drives superb with no rattles / bangs at all.”

1991 Honda PC800, Pacific Coast, 798 cc. Registration number H763 ATV. Frame number (not visible, declared RC341 000319. Engine number (not visible). The Pacific Coast was manufactured by Honda between 1989 and 1998, named after California's Pacific Coast Highway, over 14,000 were sold in North America, Europe and Japan. The bike is noted for its single integrated boot straddling the rear wheel, full bodywork, and distinctive two-tone paint. Like the earlier Honda Goldwing and later Rune, the Pacific Coast had been conceived and designed by Honda Research America specifically for the US market. Honda outfitted the Pacific Coast as a "low-maintenance motorcycle for daily use" aimed primarily toward first-time motorcycle owners. Riding position is classed as comfortable, instrumentation is "car-like", switches and controls are large and clearly marked, self-cancelling indicators were included along with a seat height of 30 inches and an integrated fairing and windshield. Like other motorcycles with full bodywork, the PC800's plastic conceals almost the entirety of the motorcycle's mechanical underpinnings. While routine oil changes do not require panel removal the PC800 owners manual calls for removal and replacement of four panels (two each side) for servicing the spark plugs. The design of the bodywork includes three vents on each side of the bike to cool the mechanicals: a pair of forward vents on the wheel cowling, a lower vent on each side for the transmission, and two larger vents to accommodate the engine's cooling system. ATV was imported into the UK in 1999, presumably from Japan, (due to the large number of Japanese instruction stickers and that RC340 was USA market, RC341 Japan and RC342 Canada and Europe. By 2004 it was with George Budd of Deal and later Gareth Roberts of Mountain Ash in 2008; our vendor buying it from him a couple of months later. The first MOT on file, is from 2004 at 32,098 km (19,94421 miles) and every year since a few miles have been added until the last MOT in 2015 at 49, 849 km, today it is 49,873 (30,989 miles). Unused for the last 3 years, but stored in a warm garage, it will require some recommissioning and will make an unusual long distance tourer for the next owner. Sold with the V5C, MOT's from 2004 until 2015 and various receipts.

A Villiers Mark 20 stationary engine, serial number 755 48488A, mounted on a trolley.

1981 Honda Express, 49 cc. Registration number TWW 599W. Frame number NC502151310. Engine number NC50E2151394. The Honda Express or Honda NC50 was made by Honda between 1977 and 1983. Variants include the Express, Express II, Express SR and Urban Express. All versions are powered by an air-cooled 49 cc two-stroke engine. The versions from 1977 until 1980 had a manual choke, points ignition, and a spring starter. Versions from 1979 onwards included a kick start, capacitor discharge ignition, and automatic choke as well as an improved compression ratio. Most versions include an automatic one speed transmission with a centrifugal clutch, double suspension, and oil injection. Two speed automatic transmissions were introduced towards the end of their production run. TWW was first registered on the 30th March 1981 and has had several owners; in 1999 John Ince of Bridlington bought it before selling to David Fairbairn of Driffield in 2002. Last MOT'd in 2012 at 6,232 miles it now reads 6,239 miles. Left in dry storage since then it will require recommissioning before use. Sold with the V5C.

The Triumph Tiger 100 sectional engine poster, ref 211/55, 60 x 41 cm.

1984 Honda MBX 125 FE, 124 cc. Registration number A614 TAG )non transferrable). Frame number JC10 5000696. Engine number JC10E 5000699. In the '80s if you wanted a sporty 125 the chances are you bought a Yamaha RD125LC - they were the choice of many teenagers who were eager to sign on the dotted line of the HP agreement. Honda wanted some of that market and the MBX125F was their first attempt at delivering a sports 125. It certainly looked the part, with a bikini fairing, striking colour schemes and even a bean can exhaust. Sadly it lacked the fire in its belly to back it all up… although all 125s were restricted to meet the 12bhp legislation, certain models were easier to liberate of those stabled horses. The MBX125F failed to respond to treatment with a file too, and with Suzuki launching an RG125 Gamma, it was early bath time for the MBX125F. The Honda MB and MBX road range and MT and MTX off-roaders were introduced in 1979, and the MT50 would survive in the Honda range until 1997. Engine sizes were 50cc, 80cc, 125cc and 200cc for the MT, with various revisions until most of the range slowly disappeared with the MBX stopping in 1993. TAG is a rare machine as most of these were blown up by over eager teenagers, it was first registered with DVLA in March 2013 by Heather Thompson of York and our vendor bought it a month later off ebay. MOT'd in 2012 and 2014 at 1,734 miles and 1,734 miles it appears to be a very rare low mileage survivor and would grace any collection of this type of machine. Unused since it is being sold due to a house move. Sold with the V5C and expired MOT.

A quantity of motorcycle spares, to included a dismantled engine and a large quantity of chains.

A Villiers Type 2T 250 cc engine, serial number 638B 1953, buyers should satisfy themselves as to the completeness of the engine.

c. 1986 Kawasaki AR 125, 125 cc. Registration number D149 KEE (not registered with DVLA). Frame number TBC. Engine number TBC. Kawasaki never really cashed in on the 125 market of the 80s, and put even less effort into 125s going into the 90s. The AR125 is actually a really solid little bike. It was also pretty nippy and defied its 12 horses that pushed it along. The engine used a rotary disc valve, instead of reeds. This gave it a healthy spread of poke throughout its rev range and a distinctive induction whir. Beyond the water cooled two stroke engine things were much more traditional. Nothing else really grabbed your attention, unlike the competition, that all had large capacity machines carrying the models moniker. The AR was pretty much a lone wolf in the range, other than its smaller siblings. This machine is from long term ownership, the vendor, when a young man, fitted Campagnour ally wheels and a Gianeli power exhaust. Unused for many years it will require restoration. There is no paperwork with this machine, although the vendor is applying to DVLA for a registration document.

1957 BSA 247 cc. Registration number PPY 562. Frame number DC1O 3001. Engine number BC10L 10037. BSA's 'C' range of lightweight machines was introduced in 1938. Similar in many ways to those of the larger 'B' range, whose wheels and brakes were employed, the cycle parts consisted of a simple diamond frame and girder front fork. First model was the C10 sidevalve single with coil ignition and three-speed hand-change gearbox. A de luxe C10 with foot-change gearbox joined the range in 1939, as did the overhead-valve C11. When the C10 reappeared after the war, its oil was no longer contained in a fuel tank compartment but in a separate tank bolted to the saddle tube. The girder fork was replaced by a telescopic unit in mid-1946 and part way through 1949 an alloy cylinder head was adopted. The model ran on as the updated C10L, with alternator electrics, plunger rear suspension and four-speed gearbox, until 1957. PPY (a North Yorkshire number plate) was first registered on the 25th May 1957 and by 1985 it was with Dean Prince of Hull; he used it to travel to work until it was laid up with electrical issues. Our vendor bought it in March 2005 with the intention of rectifying these problems and began the work, sadly ill health prevented this from happening. It has been dry garage stored for many years and we believe it has all of the components, less a new loom to put it back together again. Sold with the V5C and SORN documents, this late C10L will make an interesting project for the next owner.

1964 Lambretta LD 150 series 3, 150 cc (see text). Registration number AKH 584B. Frame number * 150 Li * 108498. Engine number * 150 Li * ??1170 *. Manufactured by the Italian industrial giant Innocenti, the Lambretta scooter gained widespread acceptance in the 1950s, its cleanliness and convenience in particular appealing to those who regarded the true motorcycle with suspicion. Following the unreliable TV 175 Series 1, Lambretta went back to the drawing board to create one of its all-time greats: the Li. The Li was built as either a 125 or 150 using the bore/stroke dimensions of the preceding 'D' Series, producing 5.2hp and 6.5bhp respectively, while its new engine in over-bored form found its way into the revamped TV 175 Series 2 in 1959. The Li range was restyled along similar lines at the same time, with headlamp nacelle and faired-in handlebars, thus establishing the definitive Lambretta look that would endure until Italian production ceased in 1971. The Series three and all subsequent models were nick named the slim style. This is because compared to the S1, & 2, the Lambretta became slimmer and sleaker. The slim stlye covers all models, Li, TV, SX and GP. AKH was first registered by Stanley Barrett of Hull on the 2nd of February 1964 and he retained it until selling to our vendors husband in 2002. In 2003 it was MOT'd at 23,394 miles and has hardly been used since and was last running some seven or eight years ago. Please note that the V5C incorrectly stating its cc as 125 whereas both the frame and engine numbers confirm it is a 150 cc. MOT'd in 1995 at 23,102 miles and in 2003 at 23,314 miles it was sorned in 2006. An older, quality restoration that has spent its life in a garage, this iconic example will need a little recommissioning. Sold with the V5C, the 2003 MOT and various chrome extras .

A Villiers Type 2T 250 cc engine, serial number 208D 1091, buyers should satisfy themselves as to the completeness of the engine.

A J.A.P. Atco stationary engine, serial number ID Y 87281/4, mounted on a trolley.

1961 MGA LHD 1600 MkI, 1588 cc. Registration number 201 UYU. Chassis Number G-HNL 95461. Engine number 16GA – U – H26669. The MGA replaced the MG TF 1500 Midget and represented a complete styling break from MG's earlier sports cars. Announced on 26 September 1955[3] the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of which were exported. Only 5869 cars were sold on the home market, the lowest percentage of any British car The MGA design dates back to 1951, when MG designer Syd Enever created a streamlined body for George Philips' TD Le Mans car. The problem with this car was the high seating position of the driver because of the limitations of using the TD chassis. A new chassis was designed with the side members further apart and the floor attached to the bottom rather than the top of the frame sections. A prototype was built and shown to the BMC chairman Leonard Lord. He turned down the idea of producing the new car as he had just signed a deal with Donald Healey to produce Austin-Healey cars two weeks before. Falling sales of the traditional MG models caused a change of heart, and the car, initially to be called the UA-series, was brought back. As it was so different from the older MG models it was called the MGA, the "first of a new line" to quote the contemporary advertising. There was also a new engine available, therefore the car did not have the originally intended XPAG unit but was fitted with the BMC corporate B-Series type allowing a lower bonnet line. The MGA convertible had no exterior door handles, however the coupe had door handles. It was a body-on-frame design and used the straight-4 "B series" engine from the MG Magnette saloon driving the rear wheels through a four-speed gearbox. Suspension was independent with coil springs and wishbones at the front and a rigid axle with semi-elliptic springs at the rear. Steering was by rack and pinion. The car was available with either wire-spoked or steel-disc road wheels. In May 1959 the standard cars also received an updated engine, now at 1588 cc producing 79.5 bhp. At the front disc brakes were fitted, but drums remained in the rear. Externally the car is very similar to the 1500 with differences including: amber or white (depending on market) front indicators shared with white side lamps, separate stop/tail and indicator lamps in the rear, and 1600 badging on the boot and the cowl. 31,501 were produced in less than three years. According to the accompanying Heritage Certificate UYU was dispatched form the factory on the 12th July 1960 as a black car with red interior and grey hood. It was exported to the USA and by 2005 was in New Mexico. In 2015 Stuart Skimming of Dumfries imported it and sold it to our vendor as a restoration project. A serial restorer he took the body off, rebuild/replaced the running gear and brakes, including added a servo, the engine was dismantled and new rings and shells fitted to factory specs (the condition of the engine lead him to believe the 36,000 on the speedo was correct). A NOS radiator was fitted. The body required two patches to the lower rear wings where they meet the sills, apart from this the body is original with aluminium bonnet, boot and doors. It was resprayed Chariot Red with black leather seats and a new hood; a new speedo was fitted as were 72 spoke chrome wire wheels. This was completed by October 2016 when it received its first MOT and was registered with DVLA. Today the mileage is less than 70 miles as he likes the challenge of a restoration, not the driving of older cars. Offered for sale with the V5C, MOT’s, Heritage Certificate and the USA paperwork. This well sorted MGA now needs a custodian who will enjoy driving it.

1952 MG YB, 1250 cc, project. Registration number GVH 691 (not registered with DVLA). Car number YB/1488. Body number MG 7093/1297. Engine number XPAG/SC2/18353.Gerald Palmer was responsible for body styling of the Y Type MG's and in essence he took a Morris Eight Series E four-door bodyshell in pressed steel, added a swept tail and rear wings, and also a front-end MG identity in the shape of their well-known upright grille. The MG 1 1/4 Litre Saloon would retain the traditional feature of separately mounted headlights at a time when Morris was integrating headlamps into the front wing and it was also to have a separate chassis under this pressed-steel bodywork, even though the trend in the industry was towards 'unitary construction'. The separate chassis facilitated the 'Jackall System', which consisted of four hydraulically activated rams that were clamped to the chassis, two at the front and two at the rear. The Jacks were connected to a Jackall Pump on the bulkhead that enabled the front, the back, or the entire car to be raised to facilitate a wheel change.The power unit was a single carburettor version of the 1,250 cc engine used in the latest 'TB' Midget. This engine, the XPAG, went on to power both the 'TC' & 'TD' Midgets. The MG Y Type developed 46 b.h.p. at 4,800rpm, and had more power than other British saloons of similar size. The MG 'Y' Type had an extremely high standard of interior furnishing and finish, in accordance with the best British Traditions. The facing surfaces of all seats were leather, as were the door pockets. The rear of the passenger seats were made from Rexine, a form of leathercloth, which matched the leather fronts. When production ceased in 1953 8,336 'Y' Types had been produced, the breakdown being: 6,151 'YA's (1948 - 1952), 1,301 'YB's (1952 - 1953) and 884 'Y' Tourers (1948 - 1950).GVH was driven into a lock up in 1969 and remained there until recently; it will be sold with another OAT 335 (not registered with DVLA), car number YB/1135, body number MG 6744/948 with engine EXAG/SC2/17842 (not original to the car). This one was bought to obtain a rear bumper for GVH.There is no paperwork with either car.  

1985 Yamaha RD125 LC Mk I, project, 123 cc. Registration number B300 DGL. Frame number 18A 103691. Engine number TBCThe RD125 was produced from 1973 until 1986. A well-styled road bike, the Yamaha had plenty of power from its two stroke engine driving through a five speed gearbox. The RD125 LC arrived in 1982 was a water-cooled single cylinder successor to the original air-cooled design. With its 12bhp engine, confident riders could achieve 100mph in good conditions. The Mk II followed in 1985 with some minor cosmetic adjustments and improved stability, handling and braking. Widely considered to be the 'business', the entire range was extremely popular, and continued to be so in an ever-more competitive market.DVLA MOT records show that DGL passed in June 2011 at 30,497 miles and was tested every year until 2014 at 30,499 miles and it then came off the road. A partial restoration has been undertaken but the condition and completeness of the machine is unknown and buyers should satisfy themselves as to the completeness of this lot.There is no paperwork with this lot. It is being sold by Container King of Scunthorpe to recover unpaid storage fees.

1986 Honda Vision, 49 cc. Registration number C43 MFW. Frame number AF091170144. Engine number AF05E 7170267. The NH series of Honda scooters was sold worldwide beginning in 1983, in 50, 80, 90, 100 and 125cc versions. All models have an air-cooled two-stroke engines with CDI ignition. All models except the Lead 50 have leading link front suspension, electric and kick start, and a fuel gauge. The Vision was sold between 1986 and 1994. MFW was first registered on the 13th January 1986 and by 1989 it was with its second owner, David Johnson of Brigg. Our vendor bought it in August 2017 and has rarely used it although it is up and running, sensible checks should be made before taking it on the road. Sold with the V5C.

A 1953 Standard 12 engine, partially dismantled, no. DD 3534 FR, date stamped 12/2/53, lacking cylinder head.

1963 Norton Dominator 650SS, 650 cc. Registration number 926 BRV. Frame number 18 - 102157. Engine number 18 - 102157 650SS 1370. The Dominator was developed in 1947/8 by Norton to compete against the Triumph Speed Twin by Bert Hopwood who had been on the Speed Twin design team at Triumph . The first Dominator, the Model 7, had a 497 cc parallel twin engine with iron cylinders and cylinder head and a Lucas K2F magneto, the Dominator 88 (500 cc) and the 99 (600 cc) followed. Unlike some performance twins of the time, where the engine seriously out-classed the capabilities of the chassis, Norton's featherbed frame (introduced in 1952) and Roadholder forks provided a controlled ride and responsive steering. The 650SS introduced in 1962, the Featherbed frame was narrowed along the top rails creating what would be called a "Slimline Featherbed". The engine displacement was increased again to 650cc and a special twin carb head was installed resulting in a top speed in excess of 110mph. The 'SS' stood for Sport Special. Once they started building 650s, there didn't seem to be much point to continuing to produce 600s. So 600 production was dropped to concentrate on the new 650, it continued until 1969 when the Commando took over. BRV was first registered on the 2nd of May 1963 and by 1988 was in the hands of Brian Dobson of Feltham who sold it to Ian Graham of Hull, at this time the MOT records a mileage of 3,868. Our vendor bought it from him in 2006. At this time the engine was not running smoothly so he had it refreshed with new pistons and rings, (see photos on file). Now offered for sale as he has moved and storage is an issue, it will require some light recommissioning, it has a V5C, V5, and an old MOT.

Mercedes Benz 380 SL R107, 3839cc. Registration number JAZ 8329. Chassis number 107 04522024643. Engine number 1169622015004. In 1980, Mercedes-Benz revamped its SL lineup of sporting luxury convertibles with the introduction of the 380SL. The 380 was a further development of the R107 chassis, which was first used in 1972 by the 350SL, and then later by the 450SL. Like its forebears the 380SL was a heady mix of V-8 power, refined luxury, and sporty underpinnings, and it was as a very popular model during its production run. The 380SL, so-named for its 3.8-litre V-8, had a smaller engine than the 450SL and was consequently 120 pounds lighter. The new engine was designed with emissions controls in mind while the 450SL's engine was not, which meant that the two engines were relatively equal in terms of power (155 hp in the 380SL vs. 160 hp in the 450SL) despite the difference in their displacements. Performance was similar for the two cars, as was fuel economy. Outside of the engine, the 380SL also received a new four-speed automatic transmission, which further enhanced distance driving. Suspension, meanwhile, continued to be the same fully independent setup as in the earlier cars, and four-wheel disc braking remained standard. The standard transmission provided a top speed of 130mph and a very respectable 0-62mph in 8.8 seconds. As with the previous generations of SLs, the vehicle came as an open roadster with a removable hardtop roof. The R107 body shape went on to become one of the longest running styles from Mercedes-Benz, remaining in production until 1989 with some 13 variants during the production run. The 380SL ended production in 1985, at which point it was replaced by the 560SL. JAZ was first registered on the 12th May 1983 in thistle green metallic with green sports check cloth interior as TDA 404Y by the Nayland Motor Company of West Glamorgan to Mr Curtis of Beeford for his wife. Brought up to Yorkshire it then was serviced by H. Nightingales of Beeford as per the recommended intervals until 1995 (13 stamps in the service book), it also had a cherished number plate change to SXC100. In 1995 it was old to Ron Simpson who had it serviced by S.M. Autocare of Pickering at 86,326, 92,085 and 98,432 miles. In 2003 it was bought by Arthur Paice of Pickering who took the cherished plate of it and it reverted to the original TDA 404Y. He sold it to our vendor's late husband in July 2005 with a mileage of 106,856 at that years MOT. Since then it has been serviced and MOT'd by Brain Kitt Motors of Driffield and led a pampered life; he placed his cherished number plate on it and fitted seat over covers in the front. Over the years it has seen little use and often sorned, especially as ill health restricted him using it; the MOT in May 2019 was at 111,959 miles only the 3 added since the year before (the trip to the MOT station). JAZ is a rare example of a full service history car that has spent its life around the Driffield area and can be highly recommended to the next custodian. Sold with the V5C, MOT until May 2020, large history folder, removable hard top, service book, owners manual and the seat covers; it will be driven to the auction.

1961 BSA Sooting Star, 500 cc. Registration number 386 APY. Frame number GA7 18660. Engine number CA7 SS 8968. BSA introduced their response to the Speed Twin in 1946, with the machine changing little until October 1949 when two new, revised models were announced. The new 650cc Golden Flash was soon joined by the A7 500cc using the revised engine design. As with the previous model both rigid and plunger equipped frames were offered. The range continued in this form until 1954 when a new all welded frame design with pivoted fork rear suspension was introduced. For 1955 the sporting 500 adopted the "Shooting Star" name and adopted an Amal Monobloc. When tested the Shooting Star proved to be capable of 93 mph and could cover the standing quarter mile in 16 seconds thanks to a claimed power output of 32 bhp. The Shooting Star ran on with only detail changes until 1962, the most significant occurring in 1958 when the brakes were revised with cast iron drums being adopted and the front increasing in diameter to 8 inches. The pivoted fork Shooting Star is now regarded by many as one of the finer variants of the pre unit A series twins offering good performance in a smooth manner. APY's early history is unknown but by December 1972 it was registered to Fred Lawson of Bridlington, it then changed hands regularly, Lloyd Usher, James Day John Potter, Clive Houchen, Stuart Broadbent all of Bridlington until in April 1976 our vendors father bought it. Unused since this time this highly original example will now need recommissioning but should make an interesting project for the next owner. Sold with the V5C, V5, V.E. 60 and 1976 bill of sale.

A Sturmey Archer engine, number MSRM 31 RSJ 177, together with a Villiers engine, number 18 8B 93 774 (2).

A quantity of Villiers Type 2T engine parts, including three-part engines (6 boxes, 3-part engines and a bag).

1959 Lambretta Series 2 Li150 with sidecar, 150 cc (see text). Registration number NVS 645 (non transferable). Frame number 150 LI 611818. Engine number 150 L 776201. Manufactured by the Italian industrial giant Innocenti, the Lambretta scooter gained widespread acceptance in the 1950s, its cleanliness and convenience in particular appealing to those who regarded the true motorcycle with suspicion. Following the unreliable TV 175 Series 1, Lambretta went back to the drawing board to create one of its all-time greats: the Li. The Li was built as either a 125 or 150 using the bore/stroke dimensions of the preceding 'D' Series, producing 5.2hp and 6.5bhp respectively, while its new engine in over-bored form found its way into the revamped TV 175 Series 2 in 1959. The Li range was restyled along similar lines at the same time, with headlamp nacelle and faired-in handlebars, thus establishing the definitive Lambretta look that would endure until Italian production ceased in 1971. Swallow sidecars was found by William Walmsley and William Lyons in 1922, over time the company grew into Swallow Coachbuilders and then the Jaguar car company. The sidecar business was sold on in 1956 to Watsonian who used the name for several years with the Jet 80, 90 and 100, together with the Flight and the Vulcan. NVS 645 is declared manufactured in 1959 by DVLA and in 1992 it was owned by Car Marks of Hull who would have sold its original registration number. In 1995 they sold it to our vendor with the V5 incorrectly stating its cc as 125 whereas both the frame and engine numbers confirm it is a 150 cc. MOT'd in 1995 at 23,102 miles and in 2003 at 23,314 miles it was sorned in 2006. An older, quality restoration that has spent its life in a garage, this iconic example will need a little recommissioning but will make a wonderful statement when back on the road. Sold with the V5C, V5 and the two MOT's.

1938 Cotton Model 9/special, 350 cc high camshaft. Registration number VSV 737. Frame number 17077. Engine number 10 H/0 59755/S. Gloucester-based Cotton established its reputation with a string of racing successes in the 1920's thanks to an innovative frame patented by its founder, Frank Willoughby Cotton. Cotton's design featured four straight tubes running from the steering head to the rear spindle, augmented by further straight stays supporting the gearbox and engine. The result was a stiff, lightweight chassis far in advance of the bicycle-derived diamond type of frame used by the majority manufacturers. Like other small independent firms Cotton relied on propriety engines such as Villiers, JAP and Blackburne, but such was the advantage conferred by its frame the Cotton had little trouble seeing off similarly powered rivals. The legendary Stanley Woods made his Isle of Man TT debut on a Cotton in 1922, going on to win the Junior event at record speed the following year. Countless wins and placing's were achieved in International events throughout the 1920's; Cotton's finest TT achievement occurring in 1926 when its entries finished 1st, 2nd and 3rd in the 250 cc Lightweight class. In 1938 Cotton produced the following models O.H.V. Super De-luxe Models 9/38, 350/38, 9/Special, 500/38, 5/Special, 25/Special, 600/38, 6/B, 250/38 & 30/Special and S.V. De-luxe Models 1/V, 1/B, 2/JC and 2/J. The Model 9/Special had a 3.5 hp OHV JAP engine with a high camshaft and cost £56 10 shillings. When World War II broke out in 1939, Cotton was prevented from making further models for private use, but the expected Ministry contract did not materialize and Bill Cotton liquidated the company in 1940. Shortly thereafter, Cotton received the Ministry contract so Cottons continued to be produced in small numbers and Bill Cotton kept the company alive post-war mainly by refurbishing older Cottons for resale. VSV In July 1957 the then owner, Mr Marshall of Ross on Wye sold it to Mr Bacon also of Ross on Wye. In 1978 Ian Coomber of West Sussex bought it from his friend Norman Broadbridge of Chichester who had found it at a farm in Wiltshire where it had been used as a field hack, it was in a very poor state (see photo on file). He set about acquiring the correct parts and by 1985 he had it MOT'd and had the VMCC confirm its date of manufacture. In 2015 Verralls were asked to sell the Cotton and emails between them and Charles Cotton (whose grandfather was W.F. Cotton) threw some interesting light on its early years. He confirmed that originally it had been sold on the 18th January 1938 with the the registration number BFH 716. Our vendor bought it from them as a "keeper" but now other interests have taken his fancy. Sold with the V5C, V5, a large history folder and related paperwork.

1958 DKW RT200VS, 197 cc. Registration number 229 UYM. Frame number 4559080. Engine number 47074752. DKW was founded in Zschopau in 1919 by Danish engineer Jorgen Rasmussen and built its first motorcycle power unit, a single-cylinder, clip-on engine for bicycle attachment, in 1921. Designed by Hugo Ruppe, this 122cc motor was a two-stroke, and DKW would remain faithful to this engine type from then on, becoming world leaders in two-stroke design in the 1930's thanks to the prescient adoption of the Schnuerle loop-scavenge system. The latter used flat-topped pistons rather than the then-conventional deflector-crown type, relying on carefully angled transfer ports to direct the incoming charge around the cylinder. DKW was Continental Europe's largest motorcycle maker at this time, manufacturing a huge and diverse range of road bikes throughout the 1930's. One of its last introductions immediately prior to WW2 was the immensely influential RT 125, which was manufactured after the war by Harley-Davidson as the Model 'S' and BSA as the Bantam. DKW themselves recommenced production of the RT 125 in 1949 and in February 1951 introduced an enlarged, derivative: the RT 200. The RT 200 S offered from October 1955 has the so-called spiked ribbed cylinder with improved cooling, 18-inch wheels and a rear swing arm with 95 mm travel. Like the larger RT 250, the RT 200 was also available from 1955/56 as RT 200 VS with front swingarm and a handlebar with integrated speedometer and headlight. The VS has as a special feature, a headlight adjuster between solo and pillion operation (known in modern cars as "headlamp leveling"). UYM has unknown early history but appears on the DVLA data base from February 1988, in March 1990 John Robinson of Hull owned it, before selling it on to motorcycle dealer, Don Law of Hull, in the October. In May 2015 our vendor bought it as a project and restored it. He has used used it sparely since and is now passing it on. When the cataloguer view the DKW it started with ease and soon settled down once the engine had warmed through. Sold with the V5C, V5, various paperwork, photographs as purchased, a photocopy parts manual and a rare original manual.

1963 Honda CZ100. 1963 Honda CZ 100 Monkey Bike, 49cc. Registration number 213 XBB (not transferable). Frame number 3746. Engine number C100 – 63379. The Honda Monkey bike is perhaps most widely known as a groovy icon of the 1970s, but it first saw the light of day in 1961. Originally developed as a 49cc child’s plaything for Tama Tech, an amusement park in Tokyo, it proved so popular that a road-going version was developed, which was initially exported to America and Europe in 1963, with a distinctive chrome tank, folding handlebars and 5-inch diameter rigidly-mounted wheels. The little 49cc overhead valve single cylinder engine and gearbox unit that was introduced with the C100 Cub in 1958 provided the power unit for a variety of ultra-lightweight machines produced by Honda. The C100 power unit was both refined and reliable requiring little in the way of maintenance and, with a three-speed gearbox with automatic clutch, made for a very usable package housed in a simple rigid frame. An ultra-short wheelbase, small wheels, a simple electrical system, a vestigial fuel tank and a thickly padded single seat providing adequate comfort for the short trips the machine was intended to undertake were all features of a machine which, in the case of the folding handlebar version, could fit into the boot of a car. Supported by an extensive dealer network the little machine quickly gained a healthy following being used as a tender to caravans and yachts, a leisure vehicle in its own right, used by both children and adults as a paddock bike, quickly becoming as much a part of the motorsport landscape as Bell Helmets, Castrol R and Heuer watches. The earliest machines are dated by their engine numbers, they have no speedo which in 1964 was inserted into the headlight unit, a white petrol tank, rigid 'suspension' at both ends and rolled edge mudguards. These early bikes were believed to have been hand-built at the Honda factory by selected apprentices using mechanical components from existing models, whilst everything else was bespoke made. There are very limited spare parts now available for these early bikes so they are notoriously difficult to restore, making this complete and original example highly collectable. 213 XBB was first registered on the 31st of December by the Cowie motorcycle dealers of Newcastle, Stockton, Durham and Sunderland at a purchase price of £67.15.5, to a gentleman from Hexham. From the engine number of 63379, 63 is the year and 379 being the number off the production line. In 2001 our vendor purchased it and has restored it with the original components, with the exception of a stainless steel exhaust and a new headlamp lens. Sold with theV5C, V5, 1974 tax disc, 1996 MOT and dating certificate. Our vendor rode it around our saleroom when he delivered it for sale, please note that the V5C states the frame number is the same as the engine whereas the frame is stamped 3746.

1982 Honda Melody, 49 cc. Registration number GKH 252Y. Frame number AB071293878. Engine number AB07E1293904. This Melody deluxe was first registered to Elizabeth Oldfield of Barrow on Humber, on the 20th December 1982, hardly used she sold it to our vendor in 1994 who had just taken her bike test. She did not get on with it so again it was hardly used. In 2007 she had the carb overhauled and MOT'd at 84 miles. Put away again it has only cover 86 miles from new. Sold with the V5 and a copy of the owners manual. It will require recommissioning.

1978 Yamaha XT500, 497 cc. Registration number BGN 638S. Frame number *1U6 - 004514. Engine number * 1U6 - 152967* (see text). The XT500 was a twin-valve single-cylinder enduro-adventure motorcycle made by Yamaha from 1975 until 1981. It shares its power plant with the street version SR500 and its off-road brother, the Yamaha TT500. All parts such as the transmission and chassis were produced in Japan. The first XT 500 was shown at the US dealer convention in September 1975, and in Europe in the summer of 1976. The bike became an instant success and was produced until 1981 when it was replaced by four-valve engines. It laid the ground for the later range of XT bikes ranging from 125cc (XT125) to the current 660 cc (Yamaha XT660Z Ténéré) and contributed largely to Yamaha's image. In France alone, 62,000 XT 500s were sold from 1976 to 1990. The XT won the first big African rallies, which were on the rise in the late seventies. It started with Paris-Abidjan-Nice and then the Paris-Dakar Rally, which confirmed the supremacy of the XT 500. Bengt Åbergcompeted in the 1977 500cc Motocross World Championship on a highly modified Yamaha XT500 built in collaboration with former world champions Torsten Hallman and Sten Lundin. Åberg rode the bike to a victory in the first moto of the 1977 500cc Luxembourg Grand Prix and ended the season ranked 9th in the final world championship standings. BGN was first registered on the 20th April 1978 and by May 1991 was with Kevin Pavey in Exeter. He sold it to Mark Reece of Newton Abbott in 2015 and at some point it underwent a full restoration. Apparently unused since it is in excellent condition and would enhance any collection. Sold with the V5C. (Please note that the V5C incorrectly states the frame and engine numbers to be 4516)

1997 Seat Arosa MPI 1.4 Auto, 1390 cc. Registration number R588 ABD. Chassis number VSSZZZ6HZWW006823. Engine number AEX882397. The Arosa was manufactured by the Spanish carmaker from 1997 to 2004, it shared a platform with the Volkswagen Lupo. Named after Vilagarcía de Arousa, a municipality in the province of Pontevedra, Spain, it was only available as a three door, four-seater hatchback. The Arosa was initially manufactured at a Volkswagen plant in Wolfsburg, Germany, and only in May 1998 was the production moved to SEAT facilities in Martorell, Spain. The Arosa was designed by the same man who designed the Bugatti Veyron 16.4, Jozef Kaban. ABD was first registered In August 1997 before being sold to John Robson of Saltburn by the sea in December 1998; our vendor bought it from CD Bramall, Hull Ford dealers in March 2002 with 25,000 miles on the clock. Used as a second car, always garaged and with nine services in the book (the last at 28,901, current mileage 30,502), with a MOT every year until 2017, it can be said to be in very good condition. Sold with the V5C, service book, old MOT's it should pass the MOT that is due with ease and is being sold as the vendor no longer drives. It is sold with a brand-new battery.

1970 MG Midget, 1293 cc. Registration number ARR 183H. Chassis number GAN5/ 80533 G. Engine number see text. Back in the 1920's, the M-Type Midget had been developed from the baby Morris Minor. The result was a basic, cheap, fun two-seater, with sporting pretensions which triggered a whole dynasty of Midgets. It was the Midget series which had established MG as a manufacturer of sports cars with an excellent reputation in motor sport. In the late 1950's, yet another basic, cheap, fun two-seater was developed from a 'baby' car. This time, the more modern equivalent of the old Austin Seven was used, the A30/35. This new two-seater car was the Austin-Healey Sprite, (Frog Eye) which appeared in 1959 and was built at Abingdon. In 1961, the bodywork of the Sprite came in for a major restyling. The central cockpit portion remained essentially the same, but the front and rear bodywork was completely restyled to give the car a more conventional squared-off appearance. The engine and running gear was essentially the same as the earlier Sprite, but output was up to around 47bhp, which led to increases in performance also. In this form, the car was known as the Austin-Healey Sprite Mark II, but shortly after, a De Luxe version was announced. It had been re-badged to become known as the MG Midget. The new Midget was to find a ready and enthusiastic market among the dedicated MG fans, as it was a sports car with all the traditional MG characteristics - small, inexpensive, fast, and safe with predictable handling. The MG Midget Mk 3 was introduced in 1966, with a 1275 cc engine. The hydraulic system gained a separate master cylinder for the clutch. The hood was now permanently attached to the car, with an improved mechanism making it much easier to use, and minor facelift changes were made to the body trim in late 1969 with the sills painted black, a revised recessed black grille, and squared off taillights as on the MGB. The 13" "Rostyle" wheels were standardized, but wire-spoked ones remained an option. ARR, offered in Flame Red, was first registered on the 3rd March 1970 and according to letters on file was bought by Terence Powers of Leicester in 1971. In the late 1970's he began preparing it for Concours Competitions including MGOC 1980 Donnington Park (first in class), ditto 1981 where he also competed at Brands Hatch, Woolaston Park, Elvaston Castle, Ashby Hall (all first in class) and finally Car of the year at the South Leics annual awards as well as front cover of Practical Classics magazine June 1981. The offside front wing was damaged in February 1982 and a new one replaced it (see letter on file). Always garaged and pampered in September 2003 it received an Oselli Stage 2, 1293 cc exchange engine; this increased the HP to 95 and the engine will rev to 7,500 RPM with a balanced and lightened flywheel, big valve head and twin SU 1 1/2" carbs, from the original 64 HP and 5,800 RPM. In 2010 the MOT mileage was 48,584 and in 2013 he sold it to Paul Pender at 48,759 miles. In August 2015 he sold it to our vendor with a mileage of 48,834. In 2017 he fitted drilled and crossed front discs and polybushed it, the mileage rose to 49,762 but has been SORNed since due to our vendors bad back. Sold with the V5C, V5, a large history file and the Practical Classic magazine. The cataloguer can confirm that this is no ordinary Midget!

A Villiers Bond Microcar engine, serial number 951/31 2500, buyers should satisfy themselves as to the completeness of the engine.

1967 Triumph Tiger Cub,200 cc. Registration number LKH 362E. Frame number T20B 5675. Engine number T20B 5675. With the introduction of the 149cc Terrier in 1952, Triumph re-entered the market for lightweight commuter machines. A simple, compact four-stroke of unit construction with four-speed gearbox, the Terrier was joined in 1954 by a 200cc version - the Tiger Cub- that offered 60mph-plus performance and 100mpg. A big success for Triumph, particularly with younger riders, the Cub underwent continuous development for the next 16 years, gaining 16" wheels for 1956, a swinging-arm frame and hydraulically-damped forks for 1957, energy transfer ignition and 17" wheels for 1960 and points in the timing cover for 1963. Changes to the engine were countless. The Cub finally ended up with BSA Bantam cycle parts and was dropped in 1970. LKH was first registered by Jordan's of Hull on the 17th June 1967 and sold to Douglas Goulsbra of Hedon on the 27th. He retained it until he sold it to Eric Lackey in 1980 and then to his son in 1999. Our vendor bought it in May 2013. Basically unused since Douglas sold it it is in very good original condition. There is an MOT on file from 1980 at 5,040 mile and another from 2013 at 5,050 miles, today it is at 5,051 miles. Sold with the V5C, V.E. 60, the two MOT's and a Tiger Cub owners handbook, this machine will require light recommissioning.

A George V silver brush and hand mirror with engine turned design, cartouche filled, by Daniel Manufacturing Company, Birmingham, 1925; an etched silver napkin ring and a cased 1oz silver American Eagle coin, 1986, San Francisco mark (3)

An Art Deco German 835 silver four-piece brush set with engine turned design, initialled; a silver plated cocktail shaker, 20 cm H and a plated tazza, 23.5 cm diameter, both by Walker & Hall, Sheffield (2)

Two pairs of 9ct gold cufflinks, the oval with engine turned design, the square with bark effect by Fred Manshaw Ltd., both pairs hallmarked, 10.7g (2)

Two Birmingham silver Art Deco cigarette cases, one with herringbone design, the other engine turned, both inscribed to gilt interiors, 10 x 8.5 cm, 8.5 x 8.5 cm; a silver Albert chain, 30 cm; a tea and coffee spoon, mixed dates. Gross weight 284g (5)